Tfii 



I 



TSW 



Engineers and Architects Association 

OF SOUTHERN CALIFORNIA 



HISTORICAL SKETCH OF THE ASSOCIATION 
By A. B. BENTON 

Read at Twentieth Anniversary Celebration 
September 12, 1914 



SUBWAYS AND TRAFFIC CONGESTION 
IN LOS ANGELES 

Lessons from the Boston and New York Subways 

By SAMUEL STORROW 

Illustrated Lecture Before the Association 
April 15, 1914 



REVISED ROSTER OF MEMBERS 



ORGANIZED SEPTEMBER 11, 1894 
Los Angeles, California 



■^ 



Association's Officers and Directors Since Organization. 



1895 

H. Hawgood President 

J. N. Preston Vice-President 

F. W. Wood Second Vice-President 

Frank Van Vleck— ~ Secretary-Treasurer 

1896 
Octavius Morgan President 

E. L. Swaine Vice-President 

Fred Eaton Second Vice-President 

F. H. Olmsted Secretary-Treasurer 

Directors— A. B. Benton, S. P. Hunt, 

H. Hawgood, C. S. Compton. 

1897-1898 

E. L. Swaine President 

Fred Eaton Vice-President 

A. B. Benton Second Vice-President 

F. H. Olmsted Secretary-Treasurer 

Directors — S. P. Hunt, H. Hawgood, 

J. A. Walls, J. W. Warren. 

1899 

Fred Eaton -... President 

A. B. Benton Vice-President 

J. D. Schuyler Second Vice-President 

Frank Van Vleck Secretary-Treasurer 

Directors — T. A. Eisen, Octavius Morgan, 
J. H. Dockweiler, Joseph Jacobs. 

1900 

F. H. Olmsted President 

T. A. Eisen -..Vice-President 

G. E. Pillsbury Second Vice-President 

A. B. Benton .Secretary-Treasurer 

Directors — John P. Krempel, Fred Eaton, 

J. B. Lippincott, Octavius Morgan. 

1901-1902-1903 

F. H. Olmsted : President 

A. M. Edelman Vice-President 

J. B. Lippincott Second Vice-President 

A. B. Benton Secretary-Treasurer 

Directors — Fred Eaton, S. P. Hunt, 
E. T. Wheeler, J. P. Krempel. 

1904 

T. A. Eisen President 

D. W. Campbell Vice-President 

A. B. Benton Secretary-Treasurer 

1905 

Donald W. Campbell President 

A. B. Benton Vice-President 

D. W. Cunningham Second Vice-President 

H. Z. Osborne, Jr Secretary-Treasurer 

Directors — Geo. H. Wyman, Fred L. Baker, 
Jos. B. Lippincott, John Parkinson. 

1906 

J. B. Lippincott President 

S. P. Hunt Vice-President 

Ira L. Francis Second Vice-President 

H. Z. Osborne, Jr Secretary-Treasurer 

Directors — F. I). Hudson, O. Morgan, H. C. 
Brandt, 1 1. Hawgood. 



1907 

J. B. Lippincott ..President 

F. D. Hudson Vice-President 

F. L. Baker Second Vice-President 

H. Z. Osborne, Jr Secretary-Treasurer 

Directors— S. P. Hunt, H. E. Brett, Homer 
Hamlin, T. A. Eisen. 

1908 

Capt. A. A. Fries President 

A. F. Rosenheim Vice-President 

Charles Forman, Jr Second Vice-President 

H. Z. Osborne, Jr Secretary-Treasurer 

Directors — L. C. Easton, F. D. Hudson, J. P. 
Krempel, G. P. Robinson. 

1909 

Capt. A. A. Fries President 

A. F. Rosenheim Vice-President 

Homer Hamlin Second Vice-President 

H. Z. Osborne, Jr Secretary-Treasurer 

Directors — F. D. Hudson, G. P. Robinson, 
D. S. Halladay, J. J. Backus. 

1910 

A. F. Rosenheim President 

Homer Hamlin Vice-President 

F. D. Hudson Second Vice-President 

H. Z. Osborne, Jr Secretary-Treasurer 

Directors — S. R. Burns, John Parkinson, 
Samuel Storrow, T. D. Allin. 

1911 

William Mulholland President 

Homer Hamlin Vice-President 

F. D. Hudson Second Vice-President 

H. Z. Osborne, Jr Secretary-Treasurer 

Directors — John C. Austin, E. M. Jessup, 
J. O. Marsh, A. F. Rosenheim. 

1912 

Homer Hamlin :.President 

James D. Schuyler Vice-President 

A. B. Benton Second Vice-President 

H. Z. Osborne, Jr Secretary-Treasurer 

Directors — John C. Austin, N. D. Darlington, 
R. H. Manahan, E. L. Mayberry. 

1913 

Arthur B. Benton President 

Samuel Storrow Vice-President 

Arthur S. Bent- Second Vice-President 

H. Z. Osborne, Jr Secretary-Treasurer 

Directors — Ira J. Francis, Albert C. Martin, 
Claire L. Peck, John A. Walls. 

1914 

Samuel Storrow President 

Arthur S. Bent Vice-President 

Ira J. Francis Second Vice-President 

H. Z. Osborne, Jr Secretary-Treasurer 

Directors— ^A. H. Koebig. G. P. Robinson. 
J. J. Backus, Albert C. Martin. 



Oift 

JAN 






Historical Sketch of the Association's Early Days 

READ AT TWENTIETH ANNIVERSARY CELEBRATION, SEPTEMBER 12, 1914, AT 
THE COUNTRY HOME OF OCTAVIUS MORGAN 

By A. B. BENTON, Past President 



The birthplaces and childhood of men who 
have achieved large success in life are ever 
popular subjects for picture makers and 
writers. Even in this unsentimental age 
''Little Journeys" to the cradles of famous 
individuals appear in print with a frequency 
indicative of a ready sale for such litera- 
ture. As our association has attained both 
length of years and the fame that always 
comes to any society of scientific men or 
artists which succeeds in keeping well alive 
for a term of years, and drawing to its 
membership a body of men active in profes- 
sions intimately concerned with the prog- 
ress of civilization, it cannot but be inter- 
esting on this twentieth anniversary of its 
founding to recall its beginnings and the 
men who founded it and who sustained it in 
the days of its infancy and untried youth. 

I have taken it upon me to write this 
historical sketch because I delight to recall 
both the men and the history of this society. 
Of its founders but one, Fred Wood, has 
died; eleven, Brett, Benton Eaton, Hawgood, 
Morgan, Preston, Swaine, Van Vleck, Wack- 
erbarth and Wright, are still members, and 
two, Aiken and Warren, resigned in removal 
from the city. 

Our first secretaries were active engin- 
eers whose field embraced all of the South- 
west, including Mexico, and the records of 
the early days are fragmentary to a degree. 
I find my own transcriptions as succeeding 
secretary not nearly as complete as our 
present secretary rightly considers neces- 
sary; so that I have had to recover from 
memory, from conference with charter mem- 
bers and from newspaper clippings consid- 
erable data set forth in this paper. It was 
with us as with most pioneers, we failed 
to realize how difficult we were making the 
labors of future historians by our laxity in 
bookmaking. If I as a pioneer had known, 
I would be called on to write our history 
in so distant a future, I am certain the 
records would have been much fuller and 
richer in story than I find them today. 

The Engineers and Architects' Associa- 
tion of Southern California had its inception 
at a banquet of the Architects Association 
(now the Southern California Chapter, A. 
I. A.) held at Jerry Illich's Cafe on North 
Main street, in the summer of 1894. Engin- 
eer Fred W. Wood, who by nomination of 
Octavius Morgan had been elected an hon- 
orary member of the association, was at the 
banquet, and in a dinner speech proposed an 
organization which should include both 
engineers and architects. 

My recollection of this occasion of twenty 
years ago is very vivid. As secretary of 
the architects it was my particular duty to 
remember all important happenings at our 
meetings, and Mr. Wood's speech especially 
impressed itself on my memory, because of 
its unusual character. 



The banquet itself was much more elab- 
orate than was customary with us; there 
was wine a plenty, the attendance was 
large, and the behavior of some of our mem- 
bers became more hilarious than dignified; 
so much so that Mr. Morgan, who presided, 
had to rebuke in a kindly way several of 
the more irrepressible. It was the first 
time Mr. Wood had met with us, and not 
having been informed of the simple customs 
prevailing at our feasts, he was the only 
one present who was in evening dress. This 
distinction evidently gave the headwaiter an 
exalted opinion of Mr. Wood's rank among 
us, for after having formally presented sev- 
eral courses to the master of the feast, who 
sat at the far end of the room from the ser- 
vice entrance, he shortened his circuit and 
honored our guests by making further pre- 
sentations to him. Mr. Wood graciously 
acknowledged these until speechmaking 
having begun early, a vast turkey, beauti- 
fully browned, was brought for his inspec- 
tion and thrust on his attention while he 
was on his feet and as he was getting well 
into his address; whereupon he unceremon- 
iously approved the offering as "D — n fine; 
take it away and cut it up!" And the 
waiter thereafter dispensed with that for- 
mality. Mr. Wood was a brilliant speaker 
and his address at this dinner, I consider 
the most fitting for such an occasion that I 
have heard in the twenty years of this asso- 
ciation. In it he suggested the organization 
of a society in which architects and engin- 
eers might be intimately associated to their 
great mutual benefit and profit, in that their 
professions were so akin and yet so differ- 
ent. He deprecated the tendency of engin- 
eers to forego the pleasure of social life, 
and was sure such a society would furnish 
both educational and social privileges hard 
to supply in another way. He spoke of the 
importance of professional men getting to- 
gether to develop that "Esprit de Corps" 
without which it was impossible to attain 
the highest individual success, or to gain 
for our work the right appreciation of the 
public. He referred to the prevalence of 
bad design and poor construction in archi- 
tectural and engineering works in the West, 
and plead for higher ideals, quoting Long- 
fellow's stanza: 

"In the elder days of art, 
Builders wrought with greatest care 

Each minute and unseen part, 
For the Gods see everywhere." 

He congratulated the architects on their 
having organized and demonstrated the pos- 
sibility of maintaining successfully in South- 
ern California an association such as was 
there met, and bespoke their co-operation 
with the engineers in a joint society. 

A review of the history of the Engineers 
and Architects' Association since its incep- 
tion on that evening twenty years ago will 



show how well Mr. Wood estimated the pos- 
sibilities of such a society, as well as the 
need then existing for its promotion. Its 
inauguration at a banquet was most fitting, 
as from its beginning until this present 
moment it has found its most congenial 
atmosphere about the dining table, and to a 
man its members can speak best when best 
fed. 

The first meeting looking to the organi- 
zation of the association was held at Mr. 
Wood's office on Temple street, not long 
after the banquet at which he suggested its 
formation. Those present were Fred W. 
Wood, Octavius Morgan, F. Van Vleck, E. T. 
Wright, J. A. Walls, H. Hawgood, J. N. 
Preston and one other, and they decided to 
call a meeting to organize. It was held at 
the same place, and appointed H. Hawgood, 
J. H. Preston and A. B. Benton a committee 
on constitution and by-laws. This commit- 
tee met at Mr. Benton's office at 144 North 
Spring street, and formulated a report fol- 
lowing closely the constitution of the Amer- 
ican Society of Civil Engineers. The com- 
mittee reported to a meeting held in Mr. 
Wood's office, September 11th, 1894, of 
which Mr. H. Hawgood was chairman and 
Mr. Frank Van Vleck secretary. There were 
present H. Hawgood, F. W. Wood, J. N. 
Preston, A. Wackerbarth, W. C. Aiken, A. B. 
Benton, Octavius Morgan, Fred Eaton, Jas. 
Warren, E. T. Wright, E. L. Swaine, H. E. 
Brett and F. Van Vleck. At this meeting 
the constitution and by-laws reported by the 
committee were adopted and the association 
was permanently organized, Mr. Hawgood 
being elected president and Mr. Van Vleck 
secretary. 

The first paper was read by Architect J. 
N. Preston at a meeting held December 19th, 
1894, his subject being "The Study and 
Practice of Architecture." There were 
twenty members present. It was decided 
that the charter list of membership be held 
open until July 1st, 1895. By January 1st 
there were twenty-seven members, and- by 
July 1st, forty-one. 

In 1896 the association, with the Southern 
California Chapter of the American Institute 
of Architects, rented and furnished a room 
in the Wilcox building at Second and Spring 
street. Previous to this meetings had been 
held in private offices, City Engineer Comp- 
ton's office and at the Chamber of Com- 
merce. This venture proved disastrous 
financially, the association and the Chapter 
getting deeply in debt by the purchase of 
furnishings and the rental of the room, and 
that too with no particular benefit as mem- 
bers seldom came to the place or consulted 
the books and pamphlets which had been 
accumulated by the association, although 
the secretary or his clerk were in attend- 
ance during all business hours. After an 
occupancy of but a few months it became 
evident that the Los Angeles engineers and 
architects allowed themselves scant leisure 
during the daylight hours at least, and the 
"headquarters" was abandoned and the fur- 
niture finally sold to apply on indebtedness. 
This experience was disappointing, but is a 
common one in our western cities where 



there is so great stress of business as to 
prevent professional men from taking time 
for that study and social converse that 
would undoubtedly be greatly to their advan- 
tage, even in a business way if they could 
avail themselves of them. 

In 1896 Architect Norman St. Clair won a 
prize offered for the best design for an 
association seal. 

The association from the first made much 
of its social meetings. It was, in fact, com- 
pelled to do so; as a meeting without 
"refreshments was never as well attended 
as when "dinner" was announced and finally 
the example of the Chapter of Architects 
was followed, and in 1904 all regular meet- 
ings were ordered to convene around the 
table. Since this recognition of a well- 
known scientific principle, viz., that power 
must be supplied, usually by the consump- 
tion of fuel, to make the wheels revolve 
satisfactorily, the growth of the society has 
been most gratifying. At one notable din- 
ner at Redlands, in December, 1898, Engin- 
eer Joseph Jacobs perpetrated a joke on 
Mr. James D. Schuyler which aptly illus- 
trated the vital connection sometimes exist- 
ing between professional efficiency and avoir- 
dupois. Engineers and architects had gone 
on a pilgrimage that afternoon through 
miles of water tunnels at the head works of 
the Southern California Power Company in 
the Santa Ana Canon. The going was not 
good for heavy men, and Mr. Schuyler did 
not feel "fit" for the response to a toast 
assigned him for the dinner in the evening, 
so delegated Jacobs to substitute for him. 
The subject was the advisability in certain 
engineering designs of putting any excess 
material into the "middle third." At the end 
of a brilliant speech advocating this, Jacobs 
made the practical application by pointing 
to Mr. Schuyler's ample girth as a "living 
example which conclusively demonstrated 
the correctness of the theory." 

In the early days before the membership 
was large, we were entertained at the homes 
of members more frequently than has been 
practicable in later years. Mr. Lippincott 
was the first to open his home to the asso- 
ciation for a social evening. His good 
example was followed by Swaine, Eaton, 
Eisen, Schuyler, Morgan (there may have 
been others) and the gracious custom has 
recently been revived by Mr. Storrow for 
our present comfort and felicity. 

Excursions for pleasure and education 
have been frequent with us from the first. 
We began going to the Los Angeles harbor 
very early in our career and have many 
pleasant recollections of the courtesies ex- 
tended by government and construction en- 
gineers in charge of the harbor and light- 
house work. Cement plants, railway and 
water tunnels, gas works, planing mills, big- 
bridges, old missions, sewage reduction 
works, tile works, power plants, telephone 
exchanges, ship yards, aqueducts, reservoirs, 
skyscrapers, newspaper plants, mountain 
railways, rolling mills, beach resorts, stone 
quarries, Spanish barbecues — all these and 
and sundry others have furnished us ex- 
cuses for excursions which have been con- 



ducted without a single accident in the 
twenty years. Of old the railways furnished 
free transportation. That was prior to the 
time when it became unethical to accept a 
fifty cent favor from a public utility corpor- 
ation, lest integrity should wabble on its 
seat. It was before the "unexampled rapid 
development of Southern California" had 
made architecture and engineering generally 
lucrative occupations. 

I had a student draftsman then, a gentle 
youth full of all courtesy and patience, and 
of a marvelous perseverence withal. To 
him I gave the collection of association dues 
and the emoluments of the office, which 
totaled in the year 1901 $24.17. He collected 
dues as the widow of the Bible did hers 
from the unjust judge, by his importunity. 
He called on members so often that he 
"wearied" them with his persistence and 
shamed them with his unfailing patience, 
so that in the end he got their dues, out of 
which ten cents came to him to invest in 
shoes to be worn out forthwith in continu- 
ing his rounds for another year. I am glad 
to record that this youth is now a very 
successful teacher of music, he having in 
some way conceived a poor opinion of the 
opportunities afforded by the practice of 
architecture and engineering for the accu- 
mulation of an annual income commensurate 
with the physical exertion and mental strain 
involved in such practice. He is certain, 
however, that his experience gained him a 
reserve store of patience practically inex- 
haustible, which enables him to teach piano 
playing with joy and lightheartedness. Our 
annual dues at that time were one dollar, 
and our delinquency generally in excess of 
25 per cent. If not rich, this association 
was happy in that the most harmonious rela- 
tions prevailed between its members. The 
only occasion on which debate threatened 
to become acrimonious was over an appoint- 
ment of a nominating committee on an 
excursion train, instead of at a regular 
meeting, as by the constitution required. 
Ex-President Mayor Fred Eaton stated that 
during his term he never saw the constitu- 
tion, and had appointed nominating commit- 
tees at "any old place," and his motion to 
sustain the action of President Olmsted was 
approved. This debate, however, lead to a 
revision of the constitution in the method 
of nominating and voting for officers. 

Papers and addresses before the associa- 
tion were all supplied by members for sev- 
eral years. The first by a non-member I 
find recorded was by F. H. Newell in 1899. 
Our first president, H. Hawgood, delivered 
an inaugural address in which he referred 
to "irrigation works as of the first impor- 
tance for this section." To the importance 
of the collection of authoritative data on 
which to base investment of capital; to 
power production and transmission; to good 
roads and harbor improvement. I find 
among the early proceedings papers by Pres- 
ton on "Ventilation and Heating;" Warren 
on "The Arc Lamp," and on "The Electrical 
Transmission of Power;" Hunt, "Mission 
Architecture;" Benton, "Two Sciences, One 
Art;" Eisen, "Steel Building Construction;" 



Drake, "The Fisk Range Finder;" Purcell, 
"The Uses of Architecture in Engineering;" 
Miner, "The Battle of the Yalu River, and 
Its Influences on Naval Construction;" Hal- 
laday, "Engineering Conditions in Guatemala 
and Honduras;" Hawgood, "Desert and 
Delta of the Colorado;" Warren, "The Inter- 
ior Wiring of Buildings for Incandescent 
Lights;" Campbell, "Water Measurements 
of the Los Angeles River, 1896;" Van Vleck, 
"The Telephone;" Lippincott, "Forest Reser- 
vation;" Olmsted, "The Water Problem of 
Chicago;" Miner, "Dewey's Bombardment 
and Capture of Manila;" Fowler, "Bridge 
Evolution;" W'ood, "Electrical Power 
Plants;" Storrow, "The Firth of Forth 
Bridge;" Wyman, "The Evolution of Archi- 
tecture in the Twentieth Century;" Meyler, 
U.S.A., "The San Pedro Harbor;" Mulhol- 
land, "The Water Supply of Los Angeles;" 
Higgins, "Automatic Telephones;" Brown, 
"Oiled Roads." 

By far the most important papers, how- 
ever, were those of H. Hawgood and E. L. 
Swaine, on "Harbor for Los Angeles," read 
before the association March 6th, 1896. 
These were published and were so in de- 
mand that a second edition was shortly pub- 
lished, together with a paper on the same 
subject by Capt. J. J. Meyer, U.S.A. 

Preceding the reading of papers and the 
debate the association inspected Santa Mon- 
ica and San Pedro Harbors and became 
familiar with their advantages. This first 
volume of "Proceedings" was of great value 
to the United States Committee on Harbor 
Location and to members of the Senate and 
House. A second volume of "Proceedings" 
was compiled by the writer several years 
later. 

In 1896 the association "resolved" in favor 
of the "Metric System Act Now Before Con- 
gress," and so instructed the California Con- 
gressional delegates. 

Also by resolution demanded better fire 
protection for Southern California forests. 

In 1897, J. D. Schuyler presented a reso- 
lution urging "the director of the geological 
survey to complete the survey in California." 

In 1898 our congressmen were asked to 
work for the Forest Preservation Act. 

In 1896 the laxity of local regulations of 
wiring of buildings was discussed and efforts 
made to have them bettered were successful. 

The hydrographic work of the United 
States Geographic Survey was commended 
and its extension demanded. 

The association has had fourteen presi- 
dents in twenty years: Hawgood, Morgan, 
Swaine, Eaton, Olmsted, Eisen, Campbell, 
Lippincott, Fries, Rosenheim, Mulholland, 
Hamlin, Benton, Storrow; and but four sec- 
retaries: Van Vleck, Olmsted, Benton and 
Osborne. Of these officers, but one, Mr. 
Campbell, has died. Of the original forty- 
one charter members, twenty are now mem- 
bers. 

This is not a history, but only a historical 
sketch, and hardly touches the last ten years 
of our association ilfe. In ten years from 
now I hope Mr. Osborne, then as now our 
ideal secretary, will edit and publish a com- 
prehensive history of this Society. 



Subways and Traffic Congestion in Los Angeles 



Lessons from the Boston and New York Subways 

LLUSTRATED LECTURE BEFORE THE ASSOCIATION, APRIL 15, 

By SAMUEL STORROW 



1914 



The dangerously crowded condition of 
Broadway, especially between Third street 
and Eighth street, throughout all the day- 
light hours, and the crowded condition of 
Spring street and Main street, presents a 
problem which we, as engineers, ought to 
be able to solve. 

Traffic congestion is caused by a volume 
of traffic in excess of the capacity of the 
streets, which capacity is at the same time 
seriously interfered with by cross-currents 
of traffic, and especially by the right angle 
turn of traffic at important intersections. 
Traffic Conditions Analyzed 

An analysis of the traffic conditions shows 
that the careful studies made of street traf- 
fic in the large eastern and European cities 
applies equally well here in Los Angeles, 
excepting only that the elements are com- 
bined in different proportions. 

The problem consists of devising the de- 
tails of the two cures for the difficulty. One 
cure is to improve the traffic regulations 
and so actually increase the number of 
vehicles and pedestrians who can be passed 
across and around crowded street intersec- 
tions, and the other cure is to re-route some 
of the traffic in order that it may be kept 
away from crowded intersections. After 
making three separate studies of police 
control of street traffic in Boston, New 
York, Detroit and Chicago, and having given 
a good deal of thought to the carefully 
written accounts of how much traffic is 
handled in New York, Paris and Berlin, I 
am free to say that traffic control by the 
police in Los Angeles is the next to worst 
in the whole list. The absolute lack of con- 
trol in Boston is far worse than it is here. 
The handling of traffic in Chicago, where 
the turning of corners and crossing of 
important intersections is much more diffi- 
cult than here, is incomparably the best I 
have seen. It is not, however, our topic 
tonight to discuss police control of surface 
traffic, but rather the relief of traffic con- 
gestion by the second method suggested, 
namely, the re-routing of traffic in order to 
take it away from crowded streets and route 
it over less crowded streets, and especially 
through subways. 

The most crowded section of the city 
and the most crowded hour in that section 
is when the women's retail stores are re- 
celving and delivering their greatest rush 
Of customers, which is during the late after- 
noon, and the traffic congestion is greatest 
at the corners nearest the most popular 
stores. So much ol thai traffic as consists 
of customers bound to and from the Imme- 
diately adjoining stores must necessarily be 

taken care of at that point, it cannol be 
diverted elsewhere. But all traffic which 
may he described as through-traffic, all 
traffic which Is not locallj in and oul of 
nearby shops, but is in the nature of a 



traffic bound homeward to distant residence 
sections, and all traffic which is merely pass- 
ing through the congested district, can be 
diverted by subways or elevated structures, 
and in such manner can be passed more 
rapidly through some system of lines which 
are kept wholly distinct from the purely 
local traffic to and fro among the stores of 
the crowded district. 

Please note the great difference between 
this type of traffic and ordinary railroad 
traffic. The merchant on our crowded 
streets is most anxious to see a great devel- 
opment of what steam railroads call "idle 
traffic," that is to say, of people, all of 
whom have a little money, wandering up 
and down the sidewalks and wandering in 
and out of the stores. It is for this traffic 
that he prepares his shop windows and 
makes great displays on his counters and 
in the newspapers. It is this great swarm 
of idle shoppers who at the same moment 
are the life of the stores and the cause of 
the traffic congestion. 

Every city consists of several distinct 
types of business centers, as, for instance, 
the wholesale district, the manufacturing 
district, the transportation centers, and the 
centers of the woman's retail stores. Each 
of these centers of business has a slightly 
different hour of its heaviest congestion. In 
New York, where these districts are widely 
separated, it is ve^ry interesting to see the 
extremely crowded condition of the streets 
in the light manufacturing district during 
the noon hour, and the almost complete 
desertion of the same streets at all other 
hours, accepting the quick, sharp rush of 
the honleward-bound operatives at the clos- 
ing hour. This problem is being seriously 
felt in New York, and a great deal has been 
said and written on the desirability of limit- 
ing the height, and thereby the capacity, of 
buildings, it beng a not uncommon condition 
for high office buildings and high buildings 
adapted to light manufacturing, that they 
house a population of thousands, where a 
few years ago they contained but a few 
hundred people. It is even suggested by- 
building companies now actively at work 
that they propose to install horizontal cars 
traveling through the corridors, and to 
charge a transportation fee for the use of 
their elevators and these horizontal cars. 
The Development of Subways 

The use of subways for the handling of 
traffic of ordinary street surface cars was 
begun in Boston by the building of the 
Tremont street subway. Its development 
has gone on until today there is a total in- 
vestment in Boston in subways, exclusive 
of equipment, of about thirty millions of 
dollars. This is for a city of r>00.000 people, 
and a city that on account of its conditions 
and location is more similar to the problems 
in Los Angeles than any other case I know. 



The problem in. Boston, as also here in Los 
Angeles, is largely the handling of a local 
traffic greatly congested over a small area, 
and the passing through this congested area 
of an entirely distinct traffic originating in 
other nearby districts, and especially the 
handling of this combined traffic during the 
rush hours of the evening, because the out- 
ward-bound rush in the evening is at once 
more crowded and more impatient, and 
shows a far greater disregard of traffic regu- 
lations and the rights of other travelers, 
than the inbound rush in the morning. 

In New York there are two great develop- 
ments in subways. The Pennsylvania rail- 
road has spent over one hundred millions 
of dollars to build a crosstown subway; built 
for the sole purpose of the handling of 
local traffic. In addition to this are the 
subways owned by the city, which are really 
merely extensions of the capacity of the 
surface streets, and are operated to handle 
both through-long-distance traffic and a 
shorter haul, but one which here in Los 
Angeles would be called long distance traf- 
fic because even the short haul on the New 
York subway is seldom less than several 
stations or 15 to 20 blocks, very few passen- 
gers making shorter trips than that. These 
subways owned by the city, exclusive of the 
Pennsylvania railroad subways, represent 
an investment of about $175,000,000. This 
is wholly exclusive of surface railroads, 
which must go on essentially the same irre- 
spective of whether or not the subways are 
built, because when subways are built the 
surface railways handle the purely local 
traffic, which is increased rather than 
diminished by the ease of access from sub- 
urban districts. 

The number of passengers carried by the 
street railways of Boston during the year 
ending June 30th, 1913, measured at five 
cents apiece, is nearly one million passen- 
gers per day, or, roughly speaking, the daily 
movement of the entire population of the 
district served. This is a volume of busi- 
ness naturally belonging to a properly de- 
veloped transportation system here in Los 
Angeles. This great development of busi- 
ness justifies the Boston City railways in 
paying a rent for the use of the subways, 
which are owned by the city, equal to the 
interest on the city's investment, plus a 
small sinking fund to retire the cost, plus 
a small share of the profit in the operation, 
and the lease also requires that the rail- 
ways maintain the subways in good working 
order. In New York the city subways are 
leased to the Interborough Rapid Transit 
Company, who paid a rental for the year 
ending June 30th, 1913, of over $8,000,000 
for the use of a grand total of 371 miles of 
single tracks, subway and elevated. 

The meaning of these figures must be 
borne in mind by us as we study the per- 
missable design, and costs and methods of 
operation of subways. We must remember 
that the primary business of a subway is 
to tap the most congested sections of the 
city at the most crowded hours of the day, 
and to deliver this traffic into the outlying 
ring of residence centers without allowing 



this through traffic to interfere with the idle 
traffic in and out of the stores, and without 
interference with the second type of 
through traffic, which may be called "short- 
haul-through-traffic." In New York the sub- 
ways handle only through traffic. One is 
the long-haul-through-traffic, handled by fast 
running express trains, and the other is the 
short-haul^through-traffic, handled by fast 
running local trains, but the passengers on 
these local trains travel such distances that 
they are classed as through traffic and not 
as local traffic, whatever name may be ap- 
plied to them. 
Engineering Problems 

The engineering problems met with in the 
construction of subways are due to the dif- 
ficulties presented by the material, and 
especially the water through which the sub- 
way is driven, and, second, the character 
of overlying material, and especially the 
buildings which must be supported during 
and after construction. In New York the 
material to be excavated is almost entirely 
rock, making a firm foundation for both the 
subway and the adjoining buildings, so that 
the work in New York is extremely expen- 
sive, and yet, relatively, very simple. In 
Boston the materials encountered in the 
subway bear a close relation to what we find 
here in Los Angeles, varying from quick- 
sands through mud and loose gravel to 
cemented gravel, with very little rock. 
There is a material found in the glaciated 
gravels in Boston, composed of mixtures of 
sand and cemented gravel, which behaves 
evry much like the shales penetrated by our 
three tunnels here in Los Angeles, except 
that it presents the additional complication 
of a large amount of water. The Cambridge 
connection in Boston, which is more com- 
monly known as the Beacon Hill tunnel, 
passes for 2500 feet through this loose and 
yet partially cemented gravel. 

The methods of constructing a subway 
are two. It is either built by the cut and 
cover system, excavating one or more 
trenches in the street, building the tunnel 
as if it were a great flume, putting on a 
cover, putting back the earth fill overhead, 
and then relaying the pavement, or else 
it is built as a tunnel without disturbing the 
surface of the street, or the buildings under 
which it penetrates. If built as a tunnel it 
is either driven with a shield forced into 
the material ahead and closely followed by 
a concrete lining without any timber lag- 
ging whatsoever, or it is built by driving 
small drifts and holding up the roof with 
timber lagging while the tunnel is gradually 
enlarged to full size, and the concrete lining- 
built in place. It was generally conceded 
by the engineers who discussed the matter 
with me that building a tunnel with a shield 
is far the preferable method when it can be 
done, because the material is not exposed 
to the air and is continuously supported 
from the moment of first attack until the 
tunnel is wholly completed. Building the 
subway in an open cut and then replacing 
the surface is done in about one-half of the 
work, and is the usual method when the 
subway is near the surface of the street, 



and especially where a cross section of the 
completed subway is constantly meeting 
pipes, sewers, and electric conduits, which 
must be maintained in service at the same 
time that they are moved out of the way. 

The walls and cover of the subways in all 
recent construction in the East are wholly 
of concrete, with such steel reinforcing 
only as may be necessary in each given in- 
stance. I find that eastern engineers almost 
universally consider brick linings anti- 
quated, expensive, and undesirable from the 
point of view of strength or rapid work. 
Stresses Encountered 

By far the most insidious stress which 
subways must withstand is due to water, 
both as water pressure and as a solvent, 
and as assisting electrolysis. A number of 
the subways in Boston have been built for 
miles wholly or partially below tide level, 
sometimes standing in salt water, some- 
times in brackish water, and sometimes in 
fresh water, and frequently on a foundation 
of piles. Subways are built under Boston 
Harbor and New York Harbor, where the 
pressure of water is heavy and uniform, 
and under Beacon Hill in Boston, where the 
overhead pressure is heavy, but varies great- 
ly under conditions of rainfall. The effect 
of the water pressure on the subway is im- 
material as regards direct pressure, because 
for other reasons the subways are built 
more than sufficiently strong to stand the 
pressure. The danger seems to be from the 
water percolating into and through the con- 
crete on account of its solvent action on 
the lime and reinforcing, and on account of 
its disfiguring the interior of the subways, 
especially at stations. 

When a subway is built below the level 
of the street the stresses upon the roof 
come principally from the direct overload 
of material between the roof of the subway 
and the surface of the ground, or from such 
buildings as may be overhead when the 
subway is not under a street, and these 
stresses become the more dangerous if 
there is much water in the ground, on ac- 
count of the additional water pressure and 
the softening of the earth and gravel, or 
even the presence of quick sand, making 
defective foundations, or subjecting the 
walls to the great pressure of saturated and 
sliding material. The heaviest reinforce- 
ment in the new subways is used when a 
heavy building is on or close to one side 
of the subway, which, at the same time is 
unsupported on the opposite side, either 
because of excavations for cellars or on 
account of side hill construction. A great 
many cases of this sort were present in the 
Boston subways, because Boston is a hilly 
city. Relatively few were present in New 
York, excepting when caused by buildings. 
Two interesting problems in New York were 
the Times building and the Belmont hotel. 
The Times building of 23 stories was 
already built when the subway came along, 
curving underneath it; which necessitated 
that the overload be supported both during 
and after construction. The Belmont hotel 
of 23 stories was built over the subway at 
the same time that the subway was con- 



structed and, therefore, presented a far 
simpler problem. The principal of construc- 
tion was to arrange a wholly independent 
system of supporting the building and sub- 
way, so that the load of the building over- 
head was carried through the subway to its 
appropriate foundations below. In both 
cases this problem was simplified because 
the foundation was on solid rock. 
The Boston Leaning Tower 

In Boston one of the most difficult prob- 
lems was presented by the tower of the Old 
South church on Boylston street. This 
tower has always had a distinct tip towards 
the street under which the subway was 
built. The tower weighs about 5000 tons 
and stands on a foundation 37 feet by 42 
feet, which is a load of only three-tenths 
of a ton per square foot, but this foundation 
is in turn supported on about 225 timber 
piles, which thus carry a load of 22 tons 
each. These piles were driven an unknown 
distance by light hammers through what 
was originally a marsh, with a known depth 
ob about 34 feet, and to or into a sub-foun- 
dation consisting of a layer of sand overly- 
ing a layer of gravel overlying about 100 
feet of soft clay. The subway passes down 
the street in front of this tower and on the 
side towards which the tower was already 
leaning. The floor, of the subway is so far 
below water level that at high water the 
water level is nearly the roof of the subway. 
The subway was built by the cut and cover 
system and it was necessary to pump the 
water from the trench in which the subway 
was built; whereby the leaning of the tower 
towards the subway was very greatly in- 
creased. At the same time the public 
library building on the opposite side of the 
street showed a tendency to slide into the 
excavation, which had encountered the soft 
flowing sand below water level. The exca- 
vation was protected by rows of interlock- 
ing sheet pilling thirty-five feet long, driven 
in the bottom of a 10-foot trench to a total 
depth of 35 feet below the sidewalk. In 
addition to this sheet piling a line of 2-inch 
pipe borings, spaced 10 feet apart, was put 
down outside of the sheet piling, and into 
these pipes was pumped neat cement grout, 
all that they would carry up to a pressure 
of 90 pounds. The subway was then built, 
and after it had been completed careful 
measurements showed that the water level 
had been restored to its original condition 
and the tower had essentially regained its 
original position of moderate tip. I am 
told, however, that during certain stages of 
the work the leaning of the tower was so 
noticeable that the public sometimes 
thought it was actually falling. An addi- 
tional complication in this case was because 
the corners of the tower are built of very 
carefully cut and squared stone, whereas 
the curtains of the walls are made of a loose 
rubble; therefore, the shrinkage of the 
material was uneven, and the tower has 
always shown marked vertical cracks near 
its corners. 
Boston's Narrow Thoroughfares 

Washington street, Boston, is a very im- 
portant street, too narrow for two vehicles 



"between the curb and the car line. It has 
a very heavy traffic at almost all times, and 
an especially heavy foot traffic during shop- 
ping hours, and a heavy discharge of oper- 
atives onto the street at noon hours and 
at the closing hour in the evening. The 
greatest possible capacity has been given 
to the street by forbidding automobiles or 
any vehicle to stand at the sidewalk except 
during the actual moments of loading and 
unloading, and this rule is very rigidly en- 
forced. The subway was built without stop- 
ping surface traffic. The street is lined on 
both sides with lightly-built retail store 
huildings, often of soft brick in lime mortar 
and on shallow rubble foundations. The 
side walls of the subway are built actually 
in contact with the foundation walls of 
these buildings, and in many cases the bot- 
tom of the subway has been carried well 
below the bottom of the foundations of the 
huildings, so that the buildings themselves 
had to be held on false work while the exca- 
vation for the subway was carried still 
deeper and then underpinning was built to 
extend the old foundations of the buildings 
down to foundations of the subway. 

Summer street is another important shop- 
ping street of Boston, where a good deal 
of light manufacturing is carried on. Again 
there is room for only one line of vehicles 
between the street cars and the curbs, and 
here, as elsewhere, it is the custom for the 
congested foot traffic to overlap the side- 
walks and walk in the street as frequently 
as on the sidewalks, and here again the 
subway had to be built without stopping 
traffic on the street. The subway occupies 
the entire width of street from property line 
to property line, which in Boston means 
from building line to building line, because 
the sidewalks in Boston belong to the city 
and the city owns all the cellars under the 
sidewalks, merely permitting the abutting 
property owners to use this space by a per- 
mission which is frequently rescinded. The 
buildings on both sides of the street were 
built on old-time foundations of granite 
blocks, the footings of which extended out- 
ward into the street at very shallow depths. 
It was necessary, therefore, to cut out these 
foundations and substitute new underpin- 
ning under the store buildings in order to 
obtain the full width of the street for the 
use of the subway. Many thousand lineal 
feet of this type of work were done in the 
Boston subway, largely by contract. In a 
few cases the contractor was relieved of 
his contract on account of the serious 
cracks developing in the buildings, and the 
work taken over and done by the subway 
commission. 

Winter street, Boston, is a street so nar- 
row that vehicles are allowed to pass 
through it only in one direction, and are 
frequently forbidden the use of the street 
altogether, when the police believe that the 
foot passengers have a prior right. The 
narrow sidewalks are utterly inadequate to 
handle much business, and any type of sur- 
face car would completely blockade the 
street. Under this street the new South 
Boston subway was built, without stopping 



the traffic. The entire tier of buildings on 
both sides of the street now stand on new 
foundations, because in every instance the 
old foundations encroached outside the 
property lines at a depth less than the 
depth of the subway. 

In the crowded sections of Boston the 
procedure was to permit the contractor to 
appear on the ground late in the evening 
to begin his work, and to require that he be 
underground, with the surface of the street 
restored by timber planking, at the opening 
of traffic next morning. The contractor 
brought a big force of men, ripped up the 
pavement, excavated five or six feet, put up 
a timber support for the street cars, and a 
new plank surface for the roadway, and 
thus got his men under ground, even if in 
somewhat cramped quarters, before the next 
morning. I may say that this rule is so 
rigidly enforced that it is thoroughly effec- 
tive, and, practically, surface traffic in Bos- 
ton has not been materially disturbed, 
whereas in New York it was often very ser- 
iously interfered with on account of the 
more difficult work in rock. 
Beacon Hill Tunnel 

The tunnel under Beacon Hill in Boston 
is the nearest in all its problems to what we 
have before us here in Los Angeles. This 
tunnel passes under Beacon Hill at a maxi- 
mum depth of nearly 100 feet, on top of 
which, stand three and four story brick 
buildings. The Beacon Hill Tunnel is built 
for a double-track railway of extra large cars 
built especially for this traffic. The stand- 
ard tunnel is 27 feet wide in the clear, and 
20 feet high above the top of the rail. The 
cost of right-of-way was nominal, as the 
entire land damages, including a somewhat 
expensive approach at the west end, was 
less than $43,000. 

The engineers tell me that excepting at 
the west end, where head room was very 
scanty, and at the stations under the old sub- 
way at the west end, they felt free to adopt 
any design they pleased and any thickness 
of wall they pleased, and in talking it over 
with the chief engineer and the chief de- 
signing engineer, they told me that they 
adopted the greatest thickness of wall asked 
for by any member of the board, and that 
they then put in all the reinforcing steel 
asked for by every member of the board. 
The result is that the crown of the arch of 
concrete is 2 feet 3 inches thick; the exte- 
rior walls are 2 feet 8 inches thick, but have 
safety stations cut into the walls at intervals 
of 15 feet, reducing the average thickness 
of the wall to 2 feet 3 inches. 

The total length of the tunnel is 24SG feet, 
and it consists of a main tunnel extending 
from the west portal 1873 feet to the Park 
Street station, which has a length of G13 
feet. The main body of the tunnel is 1873 
lineal feet long, and its construction cost 
$502,302, which is at the rate of $2G8 per 
lineal foot. The overhead charges, including 
land damages, administration, interest, etc., 
raised the total cost of this section to $350 
per lineal foot. These figures that I am giv- 
ing you now are for the part of the tunnel 



known as Section I, which is all of the 
tunnel excepting only the Park Street sta- 
tion and its tapering connection to Section I. 
The Park Street station is built with three 
wide platforms, each 350 feet long, with 
elaborate stairways, both stationary and 
movable, connecting with the old subway 
and the street overhead. It was built under 
extremely difficult conditions of tunneling 
under a very thin cover of earth which 
could not be disturbed, and one end was 
built under an already crowded subway car- 
rying cars during rush hours at the rate of 
one every 40 seconds, which could not be 
interfered with, and so closely under this 
old subway that in some places the base of 
the girders under its rails comes below the 
low roof of the lower subway. Besides all 
this, there were buildings for administration, 
operation, ventilation and drainage, in spite 
of which the cost of this station was $1009 
per lineal foot. 

We have, therefore, the example before 
us of Section I of the Beacon Hill tunnel at 
a cost of $350 per foot, including all overhead 
charges, or $270 per foot, construction cost 
only. This tunnel, as I have said, is 27 feet 
wide in the clear by 20 feet high above the 
rail. The first or main section was built 
almost entirely with a shield; the Park 
Street station was tunneled under timber 
lagging. It is lined throughout with con- 
crete without reinforcing, except at the sta- 
tions, at the portals, and in one place where 
a heavy building rests directly on top of the 
crown of the arch. Westward from the por- 
tal of the tunnel the houses were cut away 
wherever they interfered with the right-of- 
way. The portal is made as a two-bore tun- 
nel to Station 3 plus 75, where there is about 
10 feet of overhead material between the top 
of the arch and the surface of the ground. 
The full section then begins and continues 
to the beginning of the Park Street station, 
that is to say, to the end of Section 1 and 
the beginning of Section 2. The plan shows 
a large number of houses between the portal 
of the tunnel and Section 3 plus 75, and 
shows that many houses remained on top of 
the right-of-way throughout the entire length 
until the subway reached Boston Common. 
These houses are from three to six stories 
high, built of brick set in lime mortar, and 
are very frail, flimsy structures. It was of 
the utmost importance that settlement 
should not reach through to the surface, and 
this result was perfectly accomplished by the 
use of a shield which left only one-half inch 
of unoccupied space after the tail of the 
shield was pulled out from over the new con- 
crete, and this one-half inch space was 
properly taken care of by forcing grouting 
into the grout pipes which were spaced in a 
ring of grout pipes to each 30 inches of tun- 
nel. No settlement has been found reach- 
ing to the surface anywhere throughout this 
section. In applying this lesson to Los An- 
geles, I think some of you will agree with 
me that if you were contractors you would 
undertake the work here with a shield. I 
know that I should if it was left to me, and 
yet I do not consider that the shield is essen- 
tial, because I have seen much more diffi- 



cult work done right there in Boston, but at 

somewhat higher cost, without using a 

shield. 

The Shield in Tunnel Construction 

The method of construction of Section I 
of the Beacon Hill Tunnel was by a shield. 
The details call for driving of two advance 
drifts, in each of which the side walls were 
built up to a little below the springing of 
the arch. On the side walls a track was 
laid. On these tracks is a nest or car of 
rollers, and on these rollers stands the arch 
of the shield. This shield is merely a steel 
support for the cutting edge and an arch to 
hold up the roof until the following steel 
forms and concrete have been put in place. 
The shield rests on rollers, which in turn 
rest on the rails on the walls of the subway 
already built in drifts ahead of the shield. 
The shield itself is forced forward by a ring 
of hydraulic jacks pushing against the back 
of the shield. These jacks have a 30-inch 
stroke, so that the shield is pushed step by 
step 30 inches at a time. The jacks are then 
shut up, 30 inches of concrete built close be- 
hind the shield, and the shield starts ahead 
again on another move of 2% feet. In this 
ring of concrete just mentioned a series of 
cast iron push bars are built, so that the 
jacks do not push directly on the green con- 
crete, but push on the push bars, which in 
turn extend backward into older and older 
concrete, so as to carry the strain back to 
the well-set concrete and keep it off the 
green concrete. 

The shield has already been referred to as 
merely the false work of an arch. The span 
is 27 feet. The rise from the springing line 
to the crown is 14 feet. It is built in two 
stories, that is to say, the bracing of the 
shield has somewhat the effect of making it 
like the letter A. No material changes have 
been incorporated in the series of shields 
built for the many difficult pieces of work in 
Boston, excepting the cutting away of some 
of the partition material and the base in 
order to get more convenient access to the 
sides of the work. 
Construction Methods With Shield 

An examination of the shield in action 
shows the reason for the two-story design. 
The upper story, above the cross bar of the 
letter A, is called the upper excavation 
chamber. The men work by pick and shovel, 
and throw the material down chutes to the 
lower floor below, from whence it is re- 
moved by trains. The upper floor serves for 
bringing in the concrete. That is to say, 
the tunnel during construction is two stories 
high, with a temporary timber floor at the 
height of the cross bar of the shield; this 
upper floor is used for bringing in concrete 
and other material; the lower floor is used 
entirely for carrying out excavated material. 
Behind the men excavating in the face of 
the shield is another crew putting up the 
steel I-beams and form used to support the 
concrete. Then comes a crew of concreters 
putting concrete in place over this form and 
packing it tight up against the tail of the 
shield. The work is so managed that for 
each 30 inches advance of the shield there 
is built up one 30-inch ring of form and 



then a 30-inch ring of concrete, and in each 
ring is set a line of grouting pipes, so that 
when the shield is immediately pushed for- 
ward on its next step of 30 inches, the half 
inch space remaining over the concrete be- 
tween the green concrete and the material 
overhead can be filled by grouting forced in 
under pressure of 90 pounds per inch. The 
usual rate of driving the tunnel was usually 
two steps of 30 inches per day, that is to 
say, five feet per day, which consequently 
meant that two rings of concrete were built 
per day, and thus the green concrete is laid 
daily to within 2y 2 feet of the rear of the 
shield. As you know, the secret of holding 
up the roof of a tunnel is to get the lining 
into place as quickly as possible. That 
point has been well demonstrated here in 
Los Angeles, and is the experience of every 
tunnel engineer, though we still occasion- 
ally find advocates of keeping the tunnel lin- 
ing well behind the cutting face. 

The lower floor of the shield and tunnel is 
entirely for excavation. Trains of cars are 
run in such a way that there are always 
cars in the face of the tunnel into which ma- 
terial can be shoveled, it being self-evident 
that the shield can go ahead no faster than 
the material is removed, so that the con- 
tractors see to it that there is plenty of 
room for the men to work, plenty of means 
at hand for working, and plenty of cars for 
getting rid of the excavated material. The 
lower story of the false work under the arch 
looks directly into the shield. The heavy 
I-beam frames follow close behind the shield. 
These are the A-shaped frames to hold the 
forms holding the concrete. Resting on 
these tunuel forms is a 2-inch planking, ex- 
cepting in cases where steel sheets are used. 
Thus next immediately behind the shield is 
the false work for the concrete form of the 
arch. The frames are steel ribs; the under 
form is timber; overhead, the tail of the 
shield, close against the gravel roof, serves 
as the outer form for the concrete, and into 
this space the concrete is rammed from the 
concreting floor overhead. In the working 
room below the men are excavating material 
from the face of the shield, shoveling it into 
cars, and these cars are arranged to stand 
below the chutes which lead up to the top 
floor where the men are at work. 

The upper story of the tunnel, that is, 
above the cross bar of the A-frame, is used 
for bringing in concrete and delivering sup- 
plies, and this top story extends back 
through the tunnel clear to its mouth, so 
that the tunnel during construction contains 
three tracks from the portal to the face, two 
tracks on the lower floor and one track on 
the upper floor, the lower tracks being used 
for excavating, and the upper single track 
for supplies, and especially for concrete. 
Removing Material 

The cars when loaded are run out of the 
mouth of the tunnel and up onto an elevated 
structure built over the street, and dumped 
into bins, it being a requirement of the work 
that the hauling away from the work shall 
be done at night as far as possible, in order 
not to interfere with traffic. These upper 
platforms serve for dumping the excavated 



material into bins, and also for storing of 
supplies. The cars are very simple type 
wooden cars, side dumping. 

The carrying away of the materials from 
the bins was done very largely by horses, 
because it was found that while automobile 
wagons were very satisfactory for loading, 
they were very unsatisfactory for dumping 
under the conditions of Boston, where the 
wagons at the time of dumping frequently 
had to pull out onto a dump too soft to hold 
up automobiles. 
Grouting and Leakages 

Inside the tunnel after it is concreted the 
general design is a semi-circular arch with a 
span of 27 feet resting on slightly battered 
walls 7 feet 3 inches high, which in turn rest 
on a heavy inverted arch that has a drop; of 
4 feet 3 inches. The roof of the arch is 
marked by the 2^-foot steps of the shield 
and timber forms on its under side, j In the 
wall are safety stations 15 feet apart and 
14 to 18 inches deep, with bases at such a 
height as will be about 6 inches above the 
top of the rail after the track is laid. Be- 
fore the grouting is completed the roof 
shows evidence of leakage, and yet, when 
you remember that the tunnel is under 80 
feet of overhead gravel with the water level 
well above the top of the tunnel, you realize 
that the leakage is very little. 

After the roof of the tunnel has been 
grouted it is essentially water-tight. The 
floor is not grouted until still later, and the 
joints between the sections of the floor leak 
quite noticeably. After the floor of the tun- 
nel has been completely grouted this leak- 
age disappears. As I have already men- 
tioned, there is a very considerable pressure 
of water on the outside of this tunnel, as in 
most parts of it the water level is well above 
the roof of the tunnel. 
The Tunnel 1 Floor 

The floor of the Beacon Hill Tunnel, and 
in fact the floors of all tunnels and subways 
which I have had a chance to examine in the 
East, are invariably so built as to transmit 
the load from the roof to the floor, distribut- 
ing as uniformly as possible over the floor 
the same load that comes on the roof, in 
order that no part of the foundation of the 
finished structure shall carry a heavier load 
than is directly overhead and was there be- 
fore the structure was built. This concrete 
floor is universal in all Eastern construction 
and is intended to serve the double purpose 
of transmitting the load from the roof to the 
floor and at the same time of protecting the 
roadway and pavement from the effects of 
upward seeping water. This inverted arch 
under the floor is so universally used, and 
with such perfect success, that it seems im- 
possible to advise a subway, even in this dry 
country, without an inverted arch for its 
combination of strength and waterproofing. 
The tendency of the load on the roof is to 
force the subway downward and to induce 
an upward tendency in the center of the 
subway unless counteracted by the inverted 
arch, and the tendency for upward seepage 
is very great, with a resulting deterioration 
of the pavement, well known to you in the 
condition of the heavy pavement of the Third 



Street Tunnel and in the light gravel pave- 
ment of the much more steep and naturally 
much better drained floor of the Broadway 
Tunnel. 
Progress Problems 

Going in from the Cambridge end of the 
tunnel, the right-of-way was first cleared of 
certain obstacles and buildings, and the tun- 
nel then dived under the buildings. The 
problems included the minimum of takings 
for right-of-way and the supporting of flimsy 
brick buildings on top of the arch. In this 
case the problem was solved by making twin 
arches, in order to occupy the least thick- 
ness, and then putting reinforcing steels in 
the concrete. The partition wall between 
these two arches, which, as you know, car- 
ries one-half the load overhead, is slightly 
under one foot thick. When the portal was 
finished the effect was satisfactory, although 
the tunnel seems to dive right into houses in 
an effort to get well under ground. The tun- 
nel is primarily a single arch, and the double 
tunnel here discussed is merely an entrance 
to get into the houses, in order to occupM 
the least width of right-of-way practical, and 
the least headroom, the roof being practi- 
cally a slab, although somewhat rounded at 
the corners to more nearly conform to the 
shape of the cars which were designed for 
this special service. 

After leaving the twin portal at the west- 
ern end of the Bunker Hill Tunnel, the next 
station or two are under houses which might 
be very readily wrecked in future construc- 
tion; so that future cellars or walls may be 
built resting on the arch of the tunnel, there- 
by producing eccentric loads. For that rea- 
son tie-bars have been built in the roof of 
the tunnel for a short distance, making its 
roof an arched truss. Very little reinforce- 
ment was used in the walls. I ask you to 
take particular note that the clear span of 
the double-track tunnel is 27 feet, and the 
arch of the tunnel is built under heavy and 
varying loads, with no reinforcing except a 
few bars at the crown of the arch, which the 
chief engineer told me were put in at the 
request of a non-engineering member of the 
board on the argument that they could not 
injure, but might help, and cost very little. 
After leaving these tie-bars and extending 
eastward towards the business center of the 
city, the tunnel was built without reinforce- 
ment. 

The method of building the tunnel under 
Beacon Hill was by the use of a shield as 
far as the section of the tunnel was uniform. 
At the Park Street station the section 
changes by expanding to the entrance of the 
station, which in turn has a length of plat- 
form of 350 feet. This expanding of the tun- 
nel and the station was driven by drifting, 
and then expanding the drift as the concrete 
was put in place. 
Building Subway Under Subway 

It was necessary to build the new subway 
under and at right angles to the old subway, 
which had been built with no thought of 
future expansion. Therefore it was a very 
difficult matter to cut out the old founda- 
tions, because it was obligatory on the con- 
tractor not to in any way delay traffic in the 



old subway, where during the crowded rush 
hours of the afternoon a car passes every 
40 seconds. The problem was to build the 
new subway as close under the floor of the 
old as possible and not to interfere with the 
operation of the old subway. The span of 
the station is G2 feet in the clear inside of 
the finished section. The span is formed by 
two arches which come together on a row of 
piers in the center of the center platform. 
The method of construction was to run an 
advance drift by pick and shovel. This drift 
has its outer edge exactly at the edge of the 
right-of-way, and rests against the abutting 
property. When this drift has advanced 
about 40 feet, Phase 2 is begun, which con- 
sists of cutting out the floor of the advance 
drift, dropping this floor to the under side of 
the finished section of the concrete floor. 
Then comes Phase 3, which is the beginning 
of the concreting. The lagging that was in 
place in Phase 2 is moved step by step a few 
inches into the tunnel, leaving the wall un- 
supported. A thin layer of concrete is put 
behind this lagging, and so rests against the 
abutting property at the very exterior edge 
of the right-of-way. This thin wall of con- 
crete thus becomes the exterior main wall 
of the tunnel, serving the triple purpose of a 
lagging to hold up the abutting property and 
a wall on which to build the waterproofing, 
and at the same time serves its full value of 
strength. When this concrete has hardened, 
Phase 4 is begun, which consists of placing 
the full thickness of concrete, the outer face 
of which is against the waterproofing built 
on the concrete lagging just mentioned, and 
the inner face is the inner face of the fin- 
ished subway. During this work a second 
drift has been run in the crown of the arch 
overhead, and a third drift has been run at 
the foot of the center columns. The three 
drifts are then connected together, leaving 
the center core unexcavated. At the same 
time that the concrete footing of the outer 
wall is being put in place a similar footing 
is built for the supporting of the center 
piers, and, of course, a third footing is being 
built under the second exterior wall. False 
work for the arch is then put in place, rest- 
ing on the center core and on the steel col- 
umns of the center footing, and thus the 
concrete of the overhead arch is put in place. 
This overhead arch is built very lcose to the 
excavating, usually only a few feet away. 

The advance drift, called Phase I, may be 
described as the upper right hand corner of 
the completed structure. The extremely soft 
and loose character of the material required 
a fairly strong roof if the span of the roof 
was allowed to get more than a very few 
feet. That is the reason why the method of 
construction just described was used, name- 
ly, in order that the span of the roof should 
always be very small. Drainage of this drift 
is effective, because the breasting out and 
other work at lower levels provides the 
necessary drainage. 

Phase 2 followed closely on Phase 1. It 
is really a breasting out of the drift in Phase 
1. The advance drift of Phase 1 is over- 
head, with its face some 40 feet beyond the 
men working in the breast of Phase 2. By 



this system all the drainage is concentrated 
in one place, namely, in the lowest tunnel, 
and this system is made the more effective 
by keeping the faces of the several drifts 
close together. The total amount of drain- 
age was at times very great. 
Concreting the Arches 

The advancing concrete arch rests on the 
unexcavated core. The supports for the form 
are arranged to provide a line of traffic for 
bringing up the concrete to build this arch. 
The waterproofing fabric was tacked up 
against the under side of the lagging. This 
lagging was left in place, but the cross tim- 
bers were all taken out as the concrete ad- 
vanced, allowing the lagging to rest directly 
on the concrete. To offset the tendency of 
the material overhead to sink when the lag- 
ging rotted, the engineers left a system of 
grouting pipes in the concrete and forced 
this grouting through these pipes under 
heavy pressure, so that the timbers were 
thoroughly saturated with rich grouting, 
making an additional waterproofing on the 
outside of the arch. As a fact, no shrinkage 
has ever been found extending even through 
the thin cover to the surface, and you can 
see that the total shrinkage cannot exceed 
two inches, even after the lagging is en- 
tirely decayed. 

After the concrete of the arch had suffi- 
ciently hardened, the core of earth which 
had heretofore held up the arch was exca- 
vated, and the floor was then laid. In gen- 
eral the roof sections of concrete arching 
were put in with a length of about 30 to 60 
inches, whereas the floor sections were put 
in with a length of 10 to 15 feet. 

Where the tunnel expands into the Park 
Street station it is changed, as I have just 
described, from a single bore to a double 
bore, that is to say, from its standard width 
of 27 feet single-arch double-track tunnel to 
the station width of 62 feet, double-arch. 
Here, as elsewhere, grouting pipes stand 
thickly through the concrete arch and serve 
the double purpose of showing the location 
of serious springs of water in the overhead 
material and of permitting the forcing of 
grouting at heavy but varying pressures, 
not only through the whole surface of the 
arch, but especially into those places where 
leakage was found excessive. Similar grout 
pipes were left in the floor. 
The Subway Stations 

The Park Street station is a very good 
example of a station adapted to handling 
large crowds. It is built in what is now the 
standard form in all Eastern subways, that 
is to say, it is an island station. Passengers 
are loaded into the cars from an island plat- 
form on one side of the cars, and taken out 
of the cars onto the side platforms. In this 
instance, as is usually the case, passengers 
pay their fares to enter upon the center or 
island platform. When the train runs into 
the station it stops between this island and 
the outer platform, the outer doors are 
opened, passengers are discharged onto the 
outer platform, so that they can pass out to 
the street through turnstiles that prevent 
entrance from the street. As soon as the 
car is sufficiently empty, and at such hours 



long before it is wholly empty, the doors on 
the entrance or island side of the cars are 
thrown open and the crowds of passengers 
on the island platform move rapidly into the 
cars. So quickly is this done that one min- 
ute is considered ample time for emptying 
and loading during heavy rush hours. This 
is an extremely satisfactory arrangement, 
because it prevents the outgoing and incom- 
ing passengers interfering with each other. 
It is extremely well developed in Boston, 
but has not been at all developed in New 
York subways, and, I am told, is forbidden 
by law here in Los Angeles. Certainly there 
is no example worse than the wholly un- 
necessary congestive interference of passen- 
gers at the Pacific Electric station on Main 
Street. 

The design of the Park Street station in- 
cludes three platforms separated by two 
sunken tracks which flank each side of an 
island platform, access to which is only by 
passing through the "pay-as-you-enter" 
gates. The two outer platforms are the 
"exit platforms," from which stairways and 
elevators lead to the street. The track is 
so sunken and placed that the edges of the 
platforms are one inch from the door sills 
on the sides of the car and level with the 
floor of the car. 

The waterproofing of the station walls is 
accomplished by using extra care in packing 
concrete, by thoroughly grouting the roof of 
the arch, and by covering with the canvas 
diaphragm. The walls to a height of eight 
feet are then lined on the inside with split 
hollow tiles arranged with the grooves ver- 
tical, to make vertical passageways for any 
water that gets through, and on this tiling 
the glazed tiles are cemented so that the 
effect is that the glazed tiles are furred from 
the concrete, leaving an inch air space to 
provide air circulation and drainage. The 
effect is a decided success, and I am told by 
the engineers, and have had it pointed out 
to me in a number of cases, that glazed tiles 
have been uniformly unsuccessful wherever 
used directly against brick or concrete sur- 
faces. We have a very good example of this 
in the staining and leakage through the arch 
of the new Hill Street tunnel. 

The glazed tile work extends from the 
platforms to a height of about eight feet all 
around the station. It is finished in two or 
three colors, and provided with panels for 
posters. Above the tiling the surface is fin- 
ished in a white paint of special composi- 
tion, which is replaced from time to time, 
and is found to have very good holding and 
lasting qualities, and to spread the light ex- 
tremely well. Should any important leak- 
age develop, holes are drilled and addi- 
tional grouting is forced through. 

The success of the waterproofing is proven 
by the fact that stains on the walls are very 
unusual, even in places where the entire 
tunnel, including the roof, is below water 
level. 

Where the new subway is built under the 
old subway the headroom is very scanty, so 
that the lowest headroom on the platforms 
of the Park Street station is 9y 2 feet. The 
flat roof, where headroom is scanty, is built 



of steel beams. Overhead is the old sub- 
way, and it was necessary to build this work 
without interfering with the constant traffic 
of cars overhead. 
The Boylston Street Subway 

This subway, just completed, is known as 
the Boylston Street subway. It passes 
through the residence sections of Boston for 
the purpose of taking traffic off of the street 
and allowing the long distance traffic to have 
the right-of-way over local traffic and not be 
stopped at every street corner. There is 
no strictly local traffic in any subway that I 
have studied. The whole value of subways 
seems to be to carry heavy traffic through a 
given section of the city from a congested 
center on one side to a distributing point on 
the other. The Boston electric railway sys- 
tem consists of suburban car lines radiating 
like the sticks of a fan from the out-of-town 
end of the subways, which concentrate to 
loops at the down town ends. 

The residence section over the Boylston 
Street subway was built about 25 years ago 
on filled ground. The subway is in the 
streets or parks, and is built by "cut and 
cover." A number of serious problems were 
presented by this unstable and shifting foun- 
dation. The Hotel Somerset rests on piles 
which are driven through fill and quicksand 
and do not reach a stable base. The subway 
under the street in front of the hotel was 
built much below water level; in fact, the 
high water level is about the roof of the sub- 
way, and, being built by "cut and cover" 
methods, it was necessary to pump the water 
out of the trench, which induced a sliding of 
the hotel towards the open cut. This prob- 
lem was met by the use of steel interlocking 
sheet piles and by lines of pipe driven at 
frequent intervals and grouted under heavy 
pressure. The tall square tower of the Old 
South Church, which I have already de- 
scribed as the leaning tower of Boston, and 
the heavy square tower of Trinity Church 
presented even more difficult problems. The 
Old South Church stands on piles not driven 
to a firm foundation, and because of the tilt- 
ing and subsidence of this tower the engi- 
neers in charge of the Trinity Tower built a 
much heavier foundation, which stood with- 
out disturbance as the subway passed by. 

The Boylston Street subway passes under 
a small arm of the bay called the Fenway. 
A' coffer dam was built above and below, 
the pond pumped out, and the tunnel built 
in what is techniaclly known as "in the 
dry," but if you had been there and seen 
the pumps you would have used another ex- 
pression. The material at this point was a 
very soft mud, and the floor of the subway 
was necessarily supported on piles. When 
the pond had been pumped and the cut start- 
ed for the subway it was found that the 
walls of the cut had to be held apart by heavy 
timbering, because the material on which 
the structure was founded was quicksand 
and soft flowing clay. So great was the in- 
flow of water, and especially the inflow of 
quicksand, that the lagging for this open cut 
was steel sheet piling, and the cut was fur- 
ther divided by very frequent cross walls 
and the excavation carried forward as a 



series of slices across the subway, built one 
after the other, so that the development of 
this step by step system is now known a 
the "slicing method." It is extremely suc- 
cessful where serious quicksands or much 
water is met with, and, as I have mentioned, 
in this instance the roof of the subway was 
several feet below normal water level. 

When the excavation for the Boylston 
Street subway had been completed, the outer 
walls of the excavation were gotten into po- 
sition and held up by lagging. Then the 
waterproofing was put on the walls and 
floor, either directly against the lagging or, 
more usually, against a thin wall of concrete, 
which in turn stood against the lagging. The 
waterproofing diaphragm is made of heavy 
layers of heavy cotton fabric, heavy enough 
to be called light canvas, all thoroughly sat- 
urated with an asphaltic composition put on 
hot enough to be flexible, but of such compo- 
sition that it holds flexibility even at tem- 
peratures below zero. 
Waterproofing of Subways 

The waterproofing of the subways in Bos- 
ton and New York is effected in two ways, 
by a dense and rich concrete grouted on the 
outside with pure cement, and by a water- 
tight coating or diaphragm on or near the 
outside of the concrete. The amount of 
water leaking into the subways of New York 
and Boston, including the subways under the 
harbors, is extremely small. Even when the 
tunnel has been built with a shield it some- 
times has been found practical to get a 
layer of asphaltic material on the outside of 
the concrete. The principal dependence for 
waterproofing is upon the asphaltic coating, 
and it was found that absolute watertight- 
ness could not be obtained by any inflexible 
construction, because there was always a 
certain shrinkage or hardening of the con- 
crete, which developed minute cracks sure 
to leak under water pressure, a leakage, 
however, that was fully stopped by the flexi- 
bility of the asphaltic coating, and it was 
further found that this coating must be 
built with heavy cotton fabric, because all 
attempts with paper and burlap failed to 
hold their watertightness and strength, and 
it was also found necessary that the asphal- 
tic diaphragm should be flexible enough to 
be turned back while construction work 
went on and then smoothed into place again, 
and that it should adapt itself to cutting and 
be flexible at all temperatures. 

The greatest dependence for waterproof- 
ing is upon a preparation known as "Min- 
wax," which is flexible at temperature 
around zero, and is capable of being built up 
by several piles laid overlapping to essen- 
tially any degree of thickness and strength, 
and even then is flexible enough to be folded 
back out of the way, and never seems to 
lose the ability of making a tight joint with 
new work. Two methods of applying this 
coating are in use. The first application in 
the subway is usually on wooden or concrete 
lagging of the side walls, which are first 
mopped with a hot asphalt coat to act as 
binders for the cotton fabric, which is thus 
put on as thick as desired, each layer being 
mopped very much as roofing paper is ap< 



plied. You are to understand, however, that 
the fabric is not paper, but is a high-grade 
cotton cloth, about equivalent to a light can- 
vas. The second part of the subway to be 
waterproofed is the roof. The waterproofing 
is fastened directly to the under side of the 
lagging, which is left in place, and, if of 
wood, is preserved against rapid decay by 
grouting pipes which pass through the con- 
crete and through the lagging, so that after 
the arch is finished and the grouting pumped 
in the lagging is well embedded in neat ce- 
ment. It is found as a fact that this method 
of work thoroughly fills the space between 
the arch and the under side of the roof of 
the excavation, thus insuring that the con- 
tractor does not leave spaces behind, be- 
cause if he has to fill these back spaces the 
neat cement would prove rather too expen- 
sive. These grout holes are sometimes left 
as weep holes as tests for water, but usually 
are plugged. 

The waterproofing being so applied to the 
under side of the lagging, and the lagging 
serving as, the top of the mold or form for 
the concrete, the waterproofing thus comes 
directly against the outside of the concrete, 
and as a fact the effect is successful. 

The third place where waterproofing is ap- 
plied is the floor of the subway. A thin sub- 
floor is first laid, the waterproofing is put on 
that, and then the main floor is laid, so that 
in the floor and in the walls the waterproof- . 
ing forms a diaphragm in the body of the 
concrete, but near its outer side, while on 
the roof the waterproofing forms a skin on 
the outer side of the concrete, but under- 
neath the lagging, which in turn is saturated 
by and covered with a layer of rich grout- 
ing. 

The temperature of the composition is 
about as warm as is comfortable for your 
hand, and it has been found that at this tem- 
perature the material flows readily and ad- 
heres in a thick skin to a vertical wall. 
Loads and Upward Pressure 

All subways in Boston are built to sustain 
eccentric loading, and especially to with- 
stand upward pressure on the floor. There 
were places where the quicksand and water 
encountered made it very difficult to hold 
down the floor. In fact, there were places 
in New York where the structure actually 
floated. In some instances it was necessary 
to use bracing to hold down the floor of the 
open cut, quite as much as bracing to hold 
up the outer walls. In cases of this kind it 
was necessary to use a great deal of rein- 
forcing steel in the concrete. 

In one place a reinforced floor was built 
over a bed of quicksand. The subway in 
this place was like a ship floating in the 
water. The danger in the subway was that 
the floor would push up or the center line of 
piers push down into the soft material un- 
derneath. This is probably the heaviest re- 
inforcing of any place that I saw. 
Steel Forms 

The contractor found it convenient to use 
steel forms, and he told me that these steel 
forms saved him a great deal of money and 
left the work in extremely good condition, 
and he also said that he would probably 



hereafter use them throughout his entire 
job. Where the subway was built by the 
cut and cover method it was necessary to 
use a great deal of reinforcing in the outer 
walls and in the roof, because the adjoining 
buildings, sometimes on one side and some- 
times on the other, and sometimes on the 
roof, produced eccentric stresses, especially 
in those places where adjoining property 
owners had the right of excavation to below 
the subway level, and particularly where the 
subway was built in "filled ground" on un- 
stable foundations. 
Handling the Concrete 

The method of pouring concrete used 
wherever the subway is under the street is 
to bring a dump cart full of concrete down 
the street in the regular line of traffic, stop 
for a moment, dump its concrete, and pass 
on. The concrete is slid down pipes with 
very little interference with traffic. Con- 
crete mixers were placed on side streets or 
on an open space away from the traffic or on 
a side lot or some place out of the way. Then 
concrete was mixed in the mixers and hauled 
to the job. Of course there were places 
where the concrete mixer could be right on 
the job, but not in the crowded streets. 
Cut and Cover Construction 

In some instances the cut and cover con- 
struction was made with a center core. This 
system was employed in crowded streets. 
Procedure is as follows: A longitudinal 
trench is run under cover of planking so as 
not to disturb the traffic in the street any 
more than necessary. This trench is run 
along the line of one outer wall of the sub- 
way and is made just wide enough for the 
building of this wall. From the contractor's 
standpoint it is similar in all respects to a 
sewer trench, excepting that it is not in the 
middle of the street, but close against one 
side. When it has been finished a similar 
trench is run down the other side of the 
street, and the other wall of the suoway 
built therein. While this second wall is be- 
ing built the surface of the street has been 
undermined and is held up on timbers sup- 
ported on what is now really the center 
core. Then the flat arch or slab is built, and 
the excavation of the core is undertaken 
throughout the line of the subway itself, and 
thus the handling of that great amount of 
material in the crwded streets is obviated. 
This method could not be conveniently em- 
ployed in New York, because in New York 
subways are generally in hard rock. In New 
York it was necessary to take out the whole 
section of the subway at one time. 
Twin Arch Sections 

The principal part of the Boylston Street 
subway is built in what is called the twin 
arch section. In a typical section twin 
arches rest on the outer walls and on a cen- 
ter row of steel columns. This center row 
of columns will afterwards be concreted, 
sometimes as individual columns and some- 
times as a straight wall. The object of the 
design is to keep down the total thickness of 
the walls to the least allowable amount, in 
order to obtain the greatest width possible 
for the subway. Concrete on the center col- 
umns is not figured for strength, but only 



for protection against weather and injury. 
This tunnel for the greater part of its length 
is below water level. 

In a typical example of a completed twin 
arch section the finished covering of the 
steel columns leaves them less than 12 
inches thick. The walls are extremely 
smooth, and the resulting appearance of the 
tunnel is extremely satisfactory. The twin 
arch illustrates a most important point in 
subway design. In order to handle a dou- 
ble-track railway as built in Boston, or a four 
and six-track railway as frequently built in 
New York, it is necessry that there shall be 
frequent cross-overs from one track to an- 
other. In New York I found cases of six 
tracks connected by cross-overs at one sec- 
tion. This means that at these points of 
cross-overs there can be no support, and the 
span must be from outside to outside. In 
the instance here stated all the other meas- 
urements of the design, including thickness 
of exterior walls and floor, are the same as 
in the standard twin bore, excepting only an 
increaise of the steel at the roof and floor. 
New York has a very considerable under- 
ground yard for storage, where cross-overs 
connect five parallel tracks in single span 
under a flat roof. The engineers tell me 
that since they have had experience in this 
class of work they do not hesitate to build 
these wide spans, and that they figure the 
roof largely as a slab supported on two sides, 
with haunches reducing the span. This is an 
important point for us to consider, in view 
of the discussion of whether we should build 
a single bore or double bore tunnel under 
First St. and Second St. There are many 
examples in New York and a few examples 
in Boston of wide spans carrying much 
greater overhead loads than we have here in 
Los Angeles. 
Air Lock Method 

The subway under the harbor, leading 
from Boston to East Boston, was, of course, 
built with a shield, because it was through 
mud nearly all the way, and, of course, was 
necessarily built by the air-lock method. 
The air-lock was a two-story type, which is 
now almost universal, and the upper floor 
was used for concrete and emergencies. The 
East Boston Tunnel is so successful that the 
new tunnel under the harbor, leading to 
South Boston, is to be almost a duplicate of 
the East Boston Tunnel, excepting that it is 
to be a twin-arch tunnel built in a some- 
what novel way, but with the same general 
patterns of design, thickness of walls and 
of strength. The lower floor of the air-lock, 
corresponding to the lower floor of the 
shield, represented the regular working 
chamber. 
Steel Beams and Brick Walls 

The old subway, which was the first one 
built to carry electric cars, was built of 
steel beams with brick curtain walls. Ac- 
cording to the practice of that time, the steel 
beams were built fully exposed. According 
to modern practice, the same steel beams 
are frequently used, but are always hidden 
under a smooth surface of concrete, which 
gives a much better and more satisfactory 
type of work. The headway of the old sub- 



way is about twice the height of ordinary 
persons. As a fact, it varies from 7 feet 9 
inches to 14 feet. At the old Park Street 
station it is about 10 feet, which is consid- 
ered ample headroom for heavy traffic. 
Conflicting Property Rights 

There were many conflicts between the 
right-of-way and the abutting properties 
which stood upon footings which extended 
into the street at shallow depths. The ad- 
justment of these disputes at stations often 
resulted in great gain to both properties. 
At the Summer Street station one abutting 
property is Fillene's dry goods store, about 
corresponding to Bullock's or Hamburger's, 
and the show window is built as one wall of 
the station, although it is the third floor 
below the street. Naturally, it makes a very 
attractive show window, and is furnished 
with a private entrance leading through the 
stove to the elevators. 
How This Applies in Los Angeles 

One of the principal problems before us 
today in Los Angeles is the relief of the con- 
gestion of the retail shopping district. An 
analysis of the congestion shows that it is 
composed of traffic passing in and out of 
local buildings in the district, and also of a 
very heavy traffic which is merely in tran- 
sit through that district, but is forced to 
pass through the district because there is 
no other way to go. Relief of this conges- 
tion is twofold. Let us consider the sub- 
urban traffic coming into the city. This 
traffic should be delivered to the center of 
the district as rapidly as possible, and 
should not be burdened by local stoppage 
at every street corner. Prom the point of 
view of handling a large number of people 
with the smallest number of street cars, it 
is foolish to stop a heavy three-car train for 
the purpose of letting on or off two or three 
passengers, and frequently no passengers, 
and it is extremely foolish to route these 
heavy trains through streets already crowd- 
ed by long distance and local street cars and 
by automobiles and other vehicles, with stop- 
pages at every crossing, under a system that 
provides the greatest possible interference 
between street cars and other street traffic. 

It is proposed to build a tunnel under First 
St. and another tunnel under Second St., 
and we are now repairing the Third Street 
Tunnel. The object of this development is 
to provide improved and adequate means of 
communication between the congested busi- 
ness district of Los Angeles and the north- 
ern and western parts of the city, and to 
route out of the city, especially in the even- 
ing hours, the heavy homeward-bound traf- 
fic and get it out of the city by the shortest 
and quickest route, so that in so far as pos- 
sible no traffic will pass through the busi- 
ness district excepting such as necessarily 
stops in that district for the transaction of 
business. In other words, to operate through 
traffic and get it out of the business district 
as quickly as possible. The people who will 
use these tunnels are the people who live in 
the northern and western parts of the city 
and beyond. By far the greater number of 
these people, fully 80 per cent, come and go 
between their homes and the business dis- 



trict by means of street cars. If these peo- 
ple are called upon to pay for these im- 
provements they should be built so as to be 
adapted to street car service; otherwise it 
cannot be said that these tunnels are a bona 
fide improvement justifiably charged against 
and paid for by people who cannot use them. 
If the tunnels can be made satisfactory for 
street car traffic without unduly increasing 
the cost, such a design is self-evidently supe- 
rior to the proposed plan of building the tun^ 
nels so small that street cars can never op- 
erate through them, and tunnels adapted to 
the high speed traffic of street cars are the 
only equitable return which the city can 
make for the money it proposes to collect 
from the relatively small property owners 
in the assessment district. 

One of the original designs heretofore pro- 
posed, and now in great danger of being- 
accepted, advises twin bores at Second St., 
both of such low overhead room and narrow 
width that street cars can never operate 
through them with safety in any event, and 
cannot operate through them at all with the 
consent of the State Railway Commission, 
because both the safety of operation and the 
requirements of the State Railway Commis- 
sion are that the tunnels must be 26% feet 
wide in the clear, whereas the design now 
favored provides for twin bores only 24 feet 
wide. The late Councilman McKenzie saw 
this point very clearly, and at his suggestion 
an advisory commission was appointed to 
examine into the feasibility of building wider 
tunnels. This commission desired to retain 
as many elements of the original design as 
possible, and, therefore, did not raise the 
height of the tunnel as it otherwise would 
have done and as there is plenty of room to 
do, but brought back a report advising par- 
allel tunnels 27 feet wide in the clear. It is 
proposed by this commission that these tun- 
nels shall be built of concrete, and not of 
brick, as advised by the city engineer, and 
that the tunnels shall be built with an in- 
verted concrete arch under the floors, in 
order to distribute upon the floor the load 
which rests on the arch and to distribute this 
load as uniformly as possible, and provide 
a safer and better wearing pavement. The 
principal difference between the 27-foot tun- 
nels advised by the commission and the 24- 
foot tunnels heretofore proposed is that the 
thickness of the side walls has been reduced 
to 27 inches, carrying only such reinforce- 
ment as is necessary to take care of the load. 
A great gain has also been obtained in width 
by advising that the tunnels be built the full 
width of the right-of-way, which necessarily 
means that the tunnels will have one or more 
slight angles, but angles so slight as to have 
no effect upon capacity and to effect an in- 
crease of width, which in fact is an increase 
of one line of traffic, because, of course, you 
understand that the capacity of a tunnel is 



measured by the number of streams of travel 
which can pass through it, so that it is ex- 
tremely practical for an addition of two or 
three feet in width to make an addition of 
one or more stream of traffic, and thereby 
double or even treble the capacity of the 
tunnel. The capacity of a tunnel may be 
described as the number of streams of traf- 
fic multiplied by their velocity, it being- evi- 
dent that two streams of traffic in a tunnel, 
one stream going in each direction, is limit- 
ed in velocity to the speed of a walking 
horse somewhere in the line of travel, 
whereas if one more line of traffic can be 
had during the rush hours of the evening, 
and that line kept free of walking horses, it 
will immediately jump in velocity from three 
miles to twenty miles per hour, all with 
equal safety, as the various streams of traf- 
fic are separated into individual lines by 
longitudinal curbs. 

The same commission brought back a pre- 
liminary report on the problem of the First 
Street Tunnel. The commission proposes 
one tunnel 27 feet wide in the clear for 
street car purposes; the other tunnel is pro- 
posed of the greatest available width, name- 
ly, 35 feet 6 inches. Here, again, reinforced 
concrete will be used without brick. It is 
advised by the commission that the pave- 
ment of all the tunnels be subdivided by 
curbs, making lines for vehicles, in order to 
enable the vehicles to make the fastest 
speed through the tunnels, it having been 
found that our present ordinance limiting 
speed to eight miles per hour is necessary 
in narrow tunnels without center curbs more 
on account of careless driving than on ac- 
count of the actual width, so that vehicles 
in lanes properly separated by curbs can 
operate at much higher speed. 

In the matter of asking the railroads to 
pay a cash sum equal to one-half the cost of 
the tunnel, I think I have made it clear to 
you what is the procedure elsewhere, name- 
ly, the leasing of the tunnels to the rail- 
roads either at a rental based on cost or 
based on the number of cars passing 
through. I can see no harm in asking the 
railroads to pay half the cost, and I think it 
would be very nice for the city and very 
nice for the people in the assessment dis- 
trict if the railroads would pay one-half of 
the cost, but I cannot understand how the 
financial scheme of the railroads will permit 
of any such expenditure of money for the 
temporary use of a tunnel, and if the rail- 
roads undertook to make such a payment I 
should feel that the State Railway Commis- 
sion was extremely lax in its duties, a laxity 
which has not been shown, as it has already 
forbidden such payment. And if the rail- 
roads urged such a system of payments I 
should feel that railroad securities were no 
longer a safe investment. 



Revised Roster of Members of the Association, November 1, 1914. 

NOTE: All addresses are Los Angeles, Cal., unless otherwise specified. 



LIST OF MEMBERS 

Ackerman, Fremont, 309 N. Los Angeles St. 

Adamson, Arthur R., Baker Iron Works. 

Albright, Porter H., 334 Consol. Realty Bldg. 

All in, Chas. A., 203 Kendall Bldg., Pasadena, 
Cal. 

All in, Ray L., 537 N. Fair Oaks Ave., Pasa- 
dena, Cal. 

Allin, Thos. D., City Hall, Pasadena, Cal. 

Armstrong, Wm. D., 1428 Albany St. 

Austin, John C, 1014 Wright & Callender 
Bldg. 

Backus, John J., Chief Inspector of Buildings. 
Bacon, Robert H., City Engineer's Office. 
Baker, Fred L., Baker Iron Works. 
Barkelew, Jas. T., 1018 Central Bldg. 
Barnard, Wilfrid K., 514 Central Bldg. 
Baruch, Milton, 2058 Harvard Blvd. 
Batty, Frederic A., City Engineer's Office. 
Bennett, Ralph, B18-19 Washington Bldg. 
Bent, Arthur S., 520 Central Bldg. 
Benton, Arthur B., 114 N. Spring St. 
Bergstrom, Geo. E., 1035 Security Bldg. 
Bernal, Joseph A., 53 Temple Block. 
Bixby, Wm. F., 502 Mason Bldg. 
Blaisdell, H. W., 374 Pacific Electric Bldg. 
Booth, Franklin, 401 Equitable Bank Bldg. 
Borgnis, Franklin PL, Oak Tree Ranch, Ne- 
vada City, Cal. 
Bowman, Millard K., City Engineer's Office. 
Brandt, Henry C, 924 Park Vitw St. 
Brawner, C. R., 404 Higgins Bldg. 
Brett, Henry E., 114 N. Spring St. 
Brier, Wm. W., 2643 Andrew St. 
Bryant, Edwin S., 243 N. Coronado St. 
Burns, S. R., 701 Laughlin Bldg. 
Bush, Adam L., 1035 Security Bldg. 
Butler, Merrill, City Engineer's Office. 

Cahonne, Wm. M., 123 N. Mariposa Ave. 
Clark, P. Edwin, Ellenville, N. Y. 
Cobb, Edward S., 1121 Central Bldg. 
Code, Wm. H., 1112 Hollingsworth Bldg. 
Cole, Ernest D., 511 E. Chestnut Ave., Santa 

Ana, Cal. 
Cook, Wilbur D., 915 Mar.sh-Strong Bldg. 
Cooke, Chas. P., City Engineer's Office. 
Corbaley, Chas. W., 719 H. W. Hellman Bldg. 
Cortelyou, Spencer V., 912 Union Oil Bldg. 
Cowles, Paul R., City Engineer's Office. 
Cox, Laurie D., 1129 W. Edgeware Road. 
Crites, Geo. S., care S. P. Co., Tucson, Ariz. 
Cunningham, David W., 627 W. 18th St. 

Darlington, Newell D., 912 Union Oil Bldg. 
DeCamp, Roy L., Baker Iron Works. 
Dessery, Floyd G., 514 Central Bldg. 
Dockweiler, John H., 417 Grant Bldg., San 

Francisco, Cal. 
Donald, Guy D., City Engineer's Office. 
Downer, Thos. B., 114 S. Almansor St., AL 

hambra, Cal. 
Drake, Harry P., Carpinteria, Cal. 
Dunham, John A., Fifth and Seaton Sts. 
Dupuy, Benj. F., City Engineer, Long Beach, 

Cal. 
Duryee, Edward, 122 S. Occidental Blvd. 



Eager, A. Wesley, 1227 W. P. Story Bldg. 
Easton, Langdon C, 723 Central Bldg. 
Eaton, Fred, Big Pine, Cal. 
Edelman, A. M., 729 Black Bldg. 
Egan, Richard, California Club. 
Ehlers, Paul H., 5618 Harold Way. 
Eichbaum, Wm. B., Baker Iron Works. 
Eisen, Theodore A., 383 Wilcox Bldg. 
Ellingwood, Elliott L., 408 Union League 
Bldg. 

Faithfull, Prof. Claude A., 2164 Third Ave. 
Fernholtz, Emil, 2449 Enterprise St. 
Fernholtz, Emil G., 2449 Enterprise St. 
Fernholtz, Fred W., 2449 Enterprise St. 
Ferris, Horace B., Sec'y Board of Public 

Works. 
Finkle, Frederick C, 448 I. W. Hellman 

Bldg. 
Fitzgerald, Gerald C, 514 Central Bldg. 
Fitzgerald, Geo. G., Ventura, Cal. 
Flaherty, Edward T., 701 Knickerbocker 

Bldg. 
Forman, Chas., Jr., 1719 S. Flower St. 
Fox, Chas. K., R. F. D. 2, Box 21, Pomona, 

Cal. 
Francis, Ira J., Box 482, Main Office. 

Garrett, John A., 423 E. Third St. 

Gibson, Lester H., care Cal. Highway Com., 
Sacramento, Cal. 

Gillelen, Frank, 1112 Hollingsworth Bldg. 

Gilmore, Lucien H., 649 Galena Ave., Pasa- 
dena, Cal. 

Gow, Walter F., 537 W. 45th St. 

Graham, Leslie D. C, City Engineer's Office. 

Griffin, John A., City Engineer's Office. 

Griffith, Earl G., Baker Iron Works. 

Gully, Cuthbert, City Engineer, Corona, Cal. 

Halladay, Daniel S., 1609 N. Main St., Santa 
Ana, Cal. 

Halsey, Milo C, 239 N. Canyon Blvd., Mon- 
rovia, Cal. 

Hamlin, Homer, City Engineer. 

Hand, Alfred H., City Engineer's Office. 

Hansen, Andrew C, Chief Deputy City En- 
gineer. 

Harding, Geo. W., 1115 Washington Bldg. 

Harris, Ford W., 1032 Higgins Bldg. 

Harris, Warren V., City Engineer's Office. 

Harwood, Benj., Llewellyn Iron Works. 

Hawgood, Henry, 722 H. W. Hellman Bldg. 

Hinckley, Geo. S., City Engineer, Redlands, 
Cal. 

Hincks, Harvey W., Project Engineer, Chil- 
oquin, Ore. 

Hitchcock, Prof. Geo. G., Claremont, Cal. 

Hitt, Henry C, care County Engineer, Ta- 
coma, Wash. 

Hoar, Allen, 456 W. 7th St., Long Beach, Cal. 

Hood, Prof. Fred D., 1926 Cordova St. 

Hudson, Frank D.. 415 Stimson Bldg. 

Hulse, Benj. F., 1707 Naud St. 

Hunt, Myron H., 1017 Hibernian Bldg. 

Hunter, F. W., care Ventura County Power 
Co., Oxnard, Cal. 

Irvin, Leslie A., Baker Iron Works. 



Jacobs, Jas. H., 518 H. W. Hellman Bldg. 
Jessup, Edgar ML, 1005 Brent Ave., South 

Pasadena, Cal. 
Johnson, A. P., Jr., Baker Iron Works. 
Johnson, Jas. W., 912 S. Westlake Ave. 
Jordan, Thos. A., City Engineer's Office. 
Joyner, Frank H., Hall of Records. 

Keim, T. Beverly, Jr., 826 L. A. Investment 

Bldg. 
Keller, Albert E., City Engineer's Office. 
Kern, Chas., 1288 W. 22nd St. 
Kimball, Frank J., 119 S. Mathews St. 
I Kingsbury, Wm .S., State Surveyor General, 

Sacramento, Cal. 
Knapp, J. Herbert, 741 Consol. Realty Bldg. 
Knowlton, Willis T., City Engineer's Office. 
Koebig, A. H., 841 Title Insurance Bldg. 
Koebig, A. H., Jr., 841 Title Insurance Bldg. 
Kraemer, Wm. H., 3036 Fifth Ave. 
Krempel, John P., 414 Henne Bldg. 

Lampman, Jay B., 220 E. Second St. 

Larrabee, Wm. D., 910 W. 16th St. 

Lawson, Lawrence M., U. S. Reclam. Serv., 
El Paso, Texas. 

Leeds, Chas. T., 514 Central Bldg. 

Lewis, Donald F., City Engineer's Office. 

Little, D. P. N., 519 Stimson Bldg. 

Lippincott, Jos. B., 1100 Central Bldg. 

Loder, A. E., 541 Rialto Bldg., San Francisco, 
Cal. 

Ludlow, J. Wyman, 990 Atchison St., Pasa- 
dena, Cal. 

Macdonald, Jas. E., 444 Pacific Elec. Bldg. 
Mackerras, John D., Sierra Madre, Cal. 
Manahan, Roland H., City Electrician. 
Manifold, R. G., 2635 S. Hobart Blvd. 
Marsh, Jesse O., Casa Verdugo, Cal. 
Martin, Albert C, 430 Higgins Bldg. 
Martin, Wm. F., 2428 Stuart St., Berkeley, 

Cal. 
Matteson, B. Wynne, City Engineer's Office. 
Matthieson, Henry H., 804 Title Guarantee 

Bldg. 
Mayberry, Edward L., 472 Pacific Elec. Bldg. 
McKesson, Claude L., City Engineer's Office. 
McLaren, Peter, 205 N. Greenleaf Ave., 

Whittier, Cal. 
McNeil, Arthur, 814 Sharon Bldg., San 

Francisco, Cal. 
McReynolds, O. O., Baker Apts., 10th and 

Francisco Sts. 
Meidroth, Arthur J., 525 Central Bldg. 
Mesmer, Louis F., 220 Marsh-Strong Bldg. 
Miller, H. G., 519 Stimson Bldg. 
Miner, Capt. Randolph H„ 649 W. Adams St. 
Mitchell, Roy C, 1737 Fifth Ave. 
Moody, Burdett, 1043 San Pasqual Ave., 

Pasadena, Cal. 
Moorman, Arthur R., City Engineer's Office. 
More, J. C, 912 Union Oil Bldg. 
Morgan, Octavius, 1136 Van Nuys Bldg. 
Morgan, Octavius W., 1136 Van Nuys Bldg. 
Morris, Samuel B., 72 N. Fair Oaks Ave., 

Pasadena, Cal. 
Moyer, John L., City Engineer's Office. 
Mulholland, Wm., Knickerbocker Bldg. 
Munoz, Gonzalo C, 800 Central Bldg. 
Munsell, Wm. A. O., 415 Stimson Bldg. 

Newman, Emil, North Fork, Cal 
Newman, Gustavus O., 607 Park View St. 



Noble, Ivory B., County Surveyor, Hall of 

Records. 
Noble, W. A. E., 5419 Russell Ave. 
Northmore, E. R., 645 S. Hill St. 

Olberg, Chas. R., 526 Federal Bldg. 
Olmsted, Frank H., 1112 Hollingsworth Bldg. 
Osborne, Henry Z., Jr., City Engineer's Of- 
fice. 
Osborne, Raymond G., 401 W. 23rd St. 
Osgood, J. A., Sierra Madre, Cal. 

Palmer, John C, Camp Verde, Ariz. 

Parker, Llewellyn A., 472 Pac. Elec. Bldg. 

Parker, O. K., 2075 W. 28th St. 

Parkinson, John, 1035 Security Bldg. 

Parmentier, Fernand, 538 Byrne Bldg. 

Parsons, Maurice G., 910 S. Madison Ave., 
Pasadena, Cal. 

Pearson, S. F., City Engineer's Office. 

Peck, Clair L., 420 Harvard Blvd. 

Pedl-ey, Wm. E., 515 Magnolia Ave., River- 
side, Cal. 

Perris, Fred T., San Bernardino, Cal. 

Pierce, Archie B., 472 Pacific Electric Bldg. 

Pillsbury, Geo. E., Chief Engineer Pacific 
Electric Railway. 

Pope, Chas. S., City Engineer's Office. 

Post, W. S., 924 8th St., San Diego, Cal. 

Postle, Herman, 707 Mound Ave., South Pas- 
adena, Cal. 

Powell, H. L., Jr., City Engineer's Office. 

Power, Geo. C, Saticoy, Cal. 

Preston, J. N., Masonic Home, Decoto, Cal. 

Prince, John R., City Engineer's Office. 

Purcell, Gervaise, 221 Douglas Bldg. 

Purcell, Hugh G., 700 H. W. Hellman Bldg. 

Quinton, John H., 1112 Hollingsworth Bldg. 

Reed, Ralph J., 1307 Union Oil Bldg. 
Reger, Carl, 1944 Tamarind Ave. 
Reichard, G. A., 224 E. 2nd St. 
Robinson, Geo. P., City Engineer, Santa 

Barbara, Cal. 
Rockhold, J. E., County Surveyor's Office. 
Rolfe, Frank, 1631 Council St. 
Rook, Ross H,, City Engineer's Office. 
Rosenheim, Alfred F., 615 H. W. Hellman 

Bldg. 
Ross, Ernest S., City Engineer's Office. 

Sanborn, Kingsbury, 527 Marsh-Strong Bldg. 
Sanders, Wm. H., 915 Grand View St. 
Saurret, Gustave W., 2937 La Salle Ave. 
Sawyer, Wilbur C, City Engineer's Office. 
Scattergood, Ezra F., 600 Knickerbocker 

Bldg. 
Schank, Francis R., 526 Federal Bldg. 
Schmidt, Arthur A., 1016 W. 9th St. 
Schwendener, Karl D., Building Dept., City 

Hall. 
Shaw, Hervey E., 427 E. 4th St., Long Beach. 
Sherwood, Geo. W., Fullerton, Cal. 
Shibley, Kenneth, 757 S. Los Angeles St. 
Shultz, Clarence J., City Engineer's Office. 
Simkins, Wm., 664 Pacific Electric Bldg. 
Skeggs, John H., 226 S. Mariposa Ave. 
Sklar, Samuel B., 1306 S. Troy St., Chicago, 

111. 
Slater, Elmer O., 245 S. Los Angeles St. 
Small, Walter E., 1024 S. San Pedro St. 
Smith, Herbert L., 2044 Fletcher Ave., South 

Pasadena, Cal. 



LIBRARY OF CONGRESS 



Smith, Lewis E., City Engineer, Pasadena, 

Cal. 
Smith, Thos. S., 126 S. Los Angeles St. 
Smith, Walter Dorr, 5314 Marmion Way. 
Smith, Warren T., City Engineer's Office. 
Solano, Alfred, 2421 S. Figueroa St. 
Sonderegger, A. L., 635 Central Bldg. 
Spears, Chas. A., 1041 Monadnock Bldg., San 

Francisco, Cal. 
Stabler, Prof. Laird J., 1122 W. 30th St. 
Stanton, Thos. E., Jr., Rowell Bldg., Fresno, 

Cal. 
Stewart, Ralph W., City Engineer's Office. 
Storrow, Samuel, 908 Wright & Callender 

Bldg. 
Strong, Archibald M., 530 Union Oil Bldg. 
Swaine, E. L., 1445 Woolsey Ave. 
Sweeney, John R., Jr., City Engineer's Office. 

Talcott, Geo. E., 6046 Blackstone Ave., Chi- 
cago, 111. 
Talcott, J. S., Jr., City Engineer's Office. 
Tallant, Edward P., 1150 S. Flower St. 
Taylor, Ellis W., 528 Consol. Realty Bldg. 
Taylor, Horace N., 922 Blaine St. 
Taylor, Waller, 938 Lake St. 
Trask, Frank E., 616 Union Oil Bldg. 

Van Vleck, Frank, 1624 Mt. Royal Ave., Bal- 
timore, Md. 
Veuve, Erie L., 103 N. Ardmore Ave. 

Wackerbarth, August, 202 N. Main St. 
Waddingham, Albert B., 308 Tajo Bldg. 
Waite, Marion P., 519 W. P. Story Bldg. 
Walls, John A., 1136 Van Nuys Bldg. 
Ward, Frank A., 1250 Leighton Ave. 
Warner, Edwin H., 329 San Fernando Bldg. 
Warner, Loring K., 421 Union League Bldg. 
Webb, Raymond P., City Engineer's Office. 



019 932 180 8 



Werner, August J., 908 W. 37th St. 

Wheeler, Bradford, Box 222, Marshfield, Ore. 

Wheeler, Edgar T., 1038 W. 20th St. 

Wheeler, H. Kreider, Oatman, Ariz. 

White, Arthur B., 105 Henne Bldg. 

Whitman, Nathan D., 1122 McCormick Bldg., 
Chicago, 111. 

Wilgus, Will A., 229 Boyd St. 

Wilson, Wm. A., City Engineer's Office. 

Woodard, Wilkie, 441 Consol. Realty Bldg. 

Woodruff, Edw. L., Insp. Eleventh Light- 
house Dist, Detroit, Mich. 

Woodson, Jas. B., Rowell Bldg., Fresno, Cal. 

Wright, Edward T., 466 Pacific Electric Bldg. 

Wright, Geo. A., 466 Pacific Electric Bldg. 

Wright, Jesse C, 471 Pacific Electric Bldg. 

Wyman, Geo. H., 320 Henne Bldg. 

HONORARY MEMBERS 

Fries, Major Amos A., Yellowstone Park, 
Wyo. 

ASSOCIATE MEMBERS 

Ayars, Frank C, 505 Douglas Bldg. 
Ballard, Russell H., 120 E. 4th St. 
Forman, Chas., 1210 Marsh-Strong Bldg. 
Hitchcock, Harry S., Baker Iron Works. 
lies, Harry, 122 N. Broadway. 
Kerckhoff, Wm. G., 624 Pacific Elec. Bldg. 
Kitts, Robt. J., City Engineer's Office. 
Koster, Roy F., Baker Iron Works. 
Layne, J. Gregg, 232 S. Spring St. 
McWain, Olin G., 601 Byrne Bldg. 
Nourse, Samuel N., 4304 Morgan Ave. 
Steinbaur, Chas. F., City Engineer's Office. 
Tatum, Edw. H., City Engineer's Office. 
Walton, C. S., 120 E. 4th St. 



LIBRARY OF CONGRESS 



019 932 180 8 



